Driving mechanism.



W. O. FOSS.

DRIVING` MEGHAN ISM.

APPLIGATION FILED MAR. 2, 1911.

Patented 0011.22, 1912.

W. 0. FOSS.

Y DRIVING MECHANISM.

APPLICATION FILED MAE. 2, 1911.

1 ,04.2, 1 O 1 Patented Oct. 22, 1912.

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UNITED STATES PATENT OFFICE.

IVALTER 0. FOSS, 0F BRANFORD, CONNECTICUT, ASSIGNOR TO CHARLES E.BUNNELL .AND RICHARD BRADLEY, OF BRANFORD, CONNECTICUT.

DRIVING MECHANISIVI.

Specification of Letters Patent.

Patented Oct. 22,1912.

Application filed March 2, 1911. Serial No. 611,932.

To all whom it may concern:

Be itV known that I, WALTER O. Foss,`a citizen of the United States,residing at Branford, in the county of New Haven and State ofConnecticut, have invented certain new and useful Improvements inDriving Mechanism, of which the following is a specification.

This invention relates to what I shall for convenience term a drivingmechanism, and the primary purpose of the invention is to provide simpleand effective means whereby different relations can be readily secured,such for instance as a change in speed or direction of movement.

In the drawings accompanying` and forming part of the presentspecification I have shown in detail one form of embodiment of theinvention which to enable those skilled in the art to practice the samewill be set forth fully in the following description, while the noveltyof the invention will be included in the claims succeeding saiddescription. From the statements just made it will be evident that I donot restrict myself to the showing made by said drawings anddescription; I may depart therefrom in several respects within the scopeof my invention included in said claims.

Driving mechanism involving my invention includes preferably a pluralityof clutch devices and means for shifting or throwing the same generallytogether, although this is not essential. In a copending applicationfiled February 23, 1910, Serial No. 545,410, I have shown, described andclaimed a driving mechanism, and in the main view of the drawings in thepresent case I have shown rather fullv the principal parts of thedriving mechanism of said application with the object of indicatingdefinitely the nature of the improvements and also to set forth clearlythe mode of operation thereof. I do not limit myself to the use of anyof these driving members, as others of a radically diiferent type mightbe substituted for them. The invention rather resides in means forreadily obtaining different driving conditions.

Referring to said drawings: Figure l is a longitudinal sectional View ofdriving mechanism embodying my invention. Fig. 2 is a sectional view oftwo clutch members and their connecting means. Fig. 3 is a cross sectionon the line 3 3 of Fig. 2. Fig. 4 is a sectional view of another clutchmeinber, a collar, and connecting means between said clutch member andcollar. Figs. 5 and 6 are sectional views on the lines 5-5 and 6 6 ofFig. 4.

Like characters refer to throughout the several figures.

In practice as in the prior application already referred to, thedifferent parts of the mechanism are carried upon a suitable support andthe casing 2 answers satisfactorily in this connection. There ispreferably a driving shaft and that denoted in a general way by 3answers in this respect. The casing is shown sustaining the stud shaft 4located at right angles to the main or driving shaft 3. The bevel gears5 and 6 rotate around said stud shaft 4 or more properly around abushing 7 inclosing and supported by said stud shaft, the latter loeingsupported at its ends in bearings on the casing 2. and 6 may, as

like parts Said gears o a matter of convenience be made integral. Theinner gear 6 is shown in mesh with the gears 8 and 9 facing toward eachother, this mesh in the present instance being a constant one. Saidgears 8 and 9 are supported for rotation about the main or driving shaft3, and their hubs are shown somewhat elongated and as supported by thebranches of the bearing l0 sustained by the casing 2. It will beunderstood that there is no contact between the gears 8 and 9 and themain shaft 3. The outer gear 5 is in mesh with the bevel gear l1, thehub of which is supported for rotation by the casing 2. I may, as shown,interpose antifriction bearings between the gears 9 and 1l and betweenthe gear 5 and the casing 2 and also between the gear 8 and said casing,and as a. matter of convenience, each of said anti-friction bearings isdenoted by 12. It will be understood that the gears 8 and 9 do not movelongitudinally of the main shaft 3.

Surrounding the shaft 3 near the outer end thereof is a bevel gear 13,said bevel gear 13 being fitted in a bearing formed in the casing Q andbeing` in constant mesh with the bevel gear 1-1. The said bevel gear 13has an elongated hub or sleeve 15 which surrounds the ,shaft 3, the twoparts being ,wholly separated, and preferably in the space between thetwo, as will hereinafter appear, is operative a clutch device. The bevelgear 13 turns around the elongated hub 1G of the bevel. gear 17 which isaXially alined with the shaft 3 and which meshes with the bevel gear 13.I might state at this point that the bevel gears 13 and 14C and 17 and18 respectively are in constant mesh and that said bevel gears 14 and 13are rotatively connected together, in practice, being preferablyconnected with the part to be driven, which part may vary greatly as tocharacter. Then the driving mechanism is incorporated in an automobile,this driven member will be the rear axle, and it will be assumed forsake of illustration that the driving mechanism is on an automobile, andthat the parts already described are so related that in such a use asthis, I can obtain three forward speeds, one the high, another theintermediate, and the final the third or low speed, while in addition tothis I can also obtain a reverse. It may not be necessary in all casesto use all these members in one organized structure. In the presentinstance the main or driving shaft 3 is continuously operable, that isit is rotated as long as the engine or motor is in action. I providemeans whereby the gears 8 and 9 can be alternately clutched or coupledto said shaft 3 and whereby at the same time the bevel gear 11 will,when either of said gears 3 or 9 is clutched to the shaft 3, be clutchedto the gear 13. That is to say when the gear 8 is clutched to the shaft3, the gear 9 at this time being unclutched therefrom, the gear 11 willbe also clutched to the gear 13, while on the other hand when the gear 3is unclutched from the said shaft 3 and the gear 9 clutched thereto, thesaid gear 11 and the gear 13 will be also clutched together. In additionto this there is also means for clutching' the gears 13 and 17alternately to the shaft 3 or equivalent source of power. I might statethat in the present ease the parts are so organized that when the gear17 is clutched to the shaft 3, both the gears 8 and 9 at this time beingout of clutched relation with said shaft as is also the gear 13, thedriving axle in the case of an automobile would be so rotated as todrive the car forward at its high speed. 1When the said gear 17 isunclutched from said shaft 3 and the gear 13 clutched thereto both saidgears 3 and 9 at this time being out of clutched relation with saidshaft, the car will be driven forward at its intermediate speed. Tosecure the slow forward speed and the reverse, the forward gears orthose in the left in Fig. 1 including the gears S, 9 and 11 are utilizedand while the forward slow and reverse mechanisms are in action, thegears 17 and 13 are unclutched from the shaft 3. To obtain the slowspeed the gear 9 will be clutched to the shaft 3 and simultaneouslytherewith the gear 11 will be clutched to the gear 13, while to reverse,the gear 3 will be clutched to said shaft 3 and sin'iultanecusly thegear 11 will be clutched to the gear 13. The parts are so proportionedas to secure these various effects. lVhile bevel gears are shown, thisis not a matter of consequence. Hereinafter I will trace out how thedifferent gears are employed in effecting the various conditions,although I might state at this time that in the forward high speed andthe forward intermediate speed only the clutchbetween the gears 13 and17 comes into operation, said clutch being simply utilized toalternately clutch said gears 13 and 17 to the shaft 3. In obtaining theslow forward speed and the reverse two clutch members are calledsimultaneously into action.

At what might be considered the extren'ie forward end of the shaft 3 isslidably keyed a collar 19 which is peripherally grooved or channeled toreceive the branches of a clutch shifter. (Not shown.) Fit-ted withinthe openingl of said collar 19 and suitably rigidly fastened in theapertures 20 in the wall of said opening, are the butts of elongatedrods 21 of which there are two, said rods being shown diametricallyopposite each other, and held rigidly to said collar 19 by pins 22.These rods 21 extend along` the shaft 3 and into the clutch device 23.Said clutch device 9.3 is keyed to the shaft 3 so as to rotate therewithand slide thereon, the keys being denoted in each case by 2-1. The outerends of said rods Q1 as intimated extend into the openingl of the clutchdevice 23, the latter havingl in its wall diametrically opposite grooves25 to receive the rods, the extreme outer ends of which are providedwith bends or hooks 26 to enter perfor-ations 27 in the clutch device 23and extending from the grooves 25 thereof toward the periphery thereof.Said clutch device 23 is shown having external teeth 28' eX- tending`along the exterior of the sameand down the outer' side thereof, adaptedto alternately engage teeth 29 and 30 respectively on the gears 13 andon a clutch head 17 having a squared shank fitted within a square .holein the hub of the gear 17. This clutch device Q3 slides within theelongated hub 15 of the gear 13, and the teeth 29 are formed on saidgear 13 near the outer ond of said sleeve or hub 15 interiorly of 'thesame, while the teeth 30 are formed on the square shanked clutch head 17which is always in driving relation with the gear 17. By moving thecollar 19 forward, the rods 21 will be carried therewith, so that theclutch device 23 can be moved to Acarry its teeth 23 into engagementwith the teeth 29 whereby the gear 13 will be put into driving relationwith the shaft. 3, the consequence being that in case the drivingmechanism be on an automobile, the latter will be driven forward at itsintermediaterspeed. Should the collar 19 be moved rearward to projectthe teeth 2S of the clutch device 23 into engagement with the teeth 30,the gear 17 will be put into driving relation with the shaft 3 wherebysaid automobile will be driven forward at its high speed, and I mightstate that at this time the clutch device hereinafter described betweenthe gears S and 9 is in its neutral or intermediate position.

The shaft 3 supports between the gears S and 9 the clutch device 31which is keyed or otherwise suitably connected therewith for sliding'movement thereon. This clutch device 31 is operable by a shifting memberdenoted in a general way by 32 and supported for rocking motion by thestud shaft 4. The shifting member 32 in turn may be actuated by the rod33 having a loose connection therewith as shown. In Fig. 1 the clutchdevice 31 is represented occupying its neutral position, it being inengagement with neither of the gears S and 9. Should the said clutchdevice 31 be shifted to the left to put its side teeth into engagementwith the teeth on the hub of the gear S, the latter will be clutched tothe shaft 3, while should said device 31 be shifted to the right to pntits opposite side teeth into engagement with teeth on the hub of thegear 9, the latter will be clutched to said shaft 3. There is a thirdclutch device, as will hereinafter appear, and this third clutch deviceis controlled by the clutch device 31, and it is shown somewhat indetail in Fig. 2 being denoted in a general way by 34. rIhe clutchdevice 34 in the present case is of compound construction. one of itselements being connected directly with the clutch device 31. Said clutchdevice 34 comprises an inner member 35 keyed or otherwise suitablyconnected with the shaft 3 for sliding movement thereon. From this itwill be apparent that the member 35 rotates with said shaft 3.

The wall of the opening of the clutch device 31 has grooves 36 in whichare fitted the forward ends or Shanks of the rods 37, rigidly connectedwith said clutch device 31 for instance by pins 38. These rods 37 aresomewhat like the rods 21 except that they are shorter and like saidrods 21 extend longitudinally of the shaft 3 at diametiically oppositepoints. The outer ends of said rods 37 are tted in grooves 39 in theinner member 35, and they have outwardly extending bends or hooks 40fitting in holes 41 leading from the respective grooves 39. It will,therefore, be apparent that when the clutch device 31 is shifted, themember 35 will be moved therewith. The outer member of the clutch 34 isdesignated by 42, and it has what might be considered an anti-frictionkey connection with said inner member 35. Said inner member is shownhaving an annular' circumferential channel 43 in which are fittedseveral rollers 44 extending inward from the inner wall of the outermember 42, the rollers being held in place by screws 45 extendingthrough the outer member 42 which is made somewhat. in the form ofanelongated sleeve, the heads of the screws being' countersunk in theouter surface of said member 42, and their inner parts constitutingstuds or pivots for the rollers 44 which, as will be understood, arefitted in the channel 43. It should be understood that the outer member42 turns relatively to the inner member and the construction I havepointed out is an advantageous one for obtaining this relative motion,although the same result can as others be obtained in different ways. Itwill be remembered that in both the slow forward movement and thereverse, the gear 13 is employed and in this event theclutch device 34should be in constant driving relation with said gear 13, and thiseffect I can with advantage obtain by a sliding key connection betweenthe member 42 and the elongated hub 15 of the said gear 13, there being'a key connection between said hub 15 and member 42 for example byforming keyways 46 within the said member 42 adapted to receive keys onthe exterior of said hub 15. The clutch device 34 is shown as havingteeth 47 which in the present case are formed exteriorly of the member42 thereof, and these teeth are adapted alternately to engage teeth 48and 49 inside the elongated hub 50 of the large bevel gear 11. Vhen theclutch device 31 is moved to the left in Fig. 1 to clutch the gear 8 tothe shaft 3, the clutch device 34 is carried therewith whereby the teeth47 will be engaged with the teeth 48, and in this event the drivenmember of whatever character it may be, is reversed. On the other handif the clutch device 31 be moved to the right in said figure to clutchthe gear 9 to the shaft 3, the clutch device 34 will be carriedtherewith so as to cause the teeth 47 to engage the teeth 49 whereby thedriven member will be driven forward at its slow speed.

The two sets of rods 21 and 37 as set forth extend longitudinally of theshaft 3 and project through the central openings of those gears aroundthe said shaft which are between their limits, this presenting a verycompact construction. Of course, I do not limit myself to thisconstruction nor to the use of several rods for shifting any one clutch.

l have shown in the drawings and hereinbelore described certain clutchmechanism which is not claimed herein but is covered in certainapplications for patents filed by me on May 20, 1911, Serial Nos.628,513 and 628,511: respectively.

What I claim is:

1. The combination of a power transferring inembei', a second powertransferring member, a third power transferring member, means foroperatively connecting the second and third power transferring memberswith the first power transferring membei', a clutch for alternatelyconnecting said second and third power transferring members with asource of power, a fourth power transferring member, a second clutch,and means for putting the second clutch into clutching relation with thefirst power transferring member when the first clutch is moved in eitherdirection from its neutral position.

2. The combination of a rotary shaft, a power transferring memberloosely surrounding said shaft, a second power transferring member alsoloosely surrounding said shaft, a third power transferring member alsoloosely surrounding` said shaft, a clutch slidingly keyed to the saidshaft in the space between the second and third power transferringmembers and shiftable from a neutral position alternately intoengagement with said second and third power transferring` members, meansconnecting said second and third power transferring members operativelywith the first power transferring member, a fourth power' transferringmember, a second clutch member surroui'idingI said shaft, and means forcausing said second clutch member to clutch together the fourth andfirst power transferring members when the first clutch member is movedin either direction from said neutral position.

3. The combination of a bevel gear, a second bevel gear, a third bevelgear, rotatively connected fourth and fifth bevel gears, the fourthbevel gear being in mesh with both the second and third bevel gears andthe fifth bevel gear being in mesh with the first bevel gear, a clutchshiftable from a neutral position alternately into positions to putthesecond and third bevel gears into operative relation with a source ofpower, a sixth bevel gear, a second clutch, and means for causing thesecond clutch to put the first and sixth bevel gears into clutchedrelation when the first clutch is shifted in either direction from itsneutral position.

4t. The combination of a gear, forward driving and reversing mechanismsoperatively connected with said gear and each comprising a gear, aclutch sliiftable from a neutral position into positions for alternatelyputting said gears of said forward driving and reversing mechanisms intooperative relation with a source of power, a fourth gear, a secondclutch, and means for causing the second clutch to put the first andfourth gears into clutched relation when the first clutch is moved ineither direction from its neutral position.

The combination of a gear, second gear, a clutch shiftable from aneutral position into a position to alternately put sa? first and secondgears into operative relation with a source of power, a second pair ofgears, operative connections between said first and second gears and oneof the second pair of gears, a second clutch, and means for causing thesecond clutch to put the second pair of gears into operative relationwhen the first clutch is moved in either direction from its neutralposition.

G. rlhe combination of a gear, a second gear, a third gear, a clutch foralternately connecting the second and third gears with a source ofpower-,a fourth o'ear, a second clutch, a rod connecting 'the first andsecond clutches and serving when the first clutch is moved in eitherdirection from its neutral position to cause the second clutch to putthe first and fourth gears into operative relation, said rod extendingthrough the openine's of the first and second gears.

7. The combination of a rotary shaft, a gear loosely surrounding saidshaft, a second gear also loosely surrounding said sha ft, a third gearalso loosely surrounding said shaft, a clutch keyed to the shaft betweenthe second and third gears and movable from a neutral positionalternately into engagement with the second and third gears, operativeconnections between the second and third gears and the first gear, afourth gear, a second clutch, a rod connecting the first and secondclutches and serving to cause the second clutch to put the first andfourth gears into operative relation when the first clutch is moved ineither direction from its neutral position and extending through theopenings of the first and second gears.

8. The combination of a rotary shaft, a gear loosely surrounding saidshaft, a second gear also loosely surrounding said shaft, a third gearalso loosely surrounding said shaft, operative connections between thesecond and third andthe first gears, a clutch keyed to said shaft andmovable from a neutral position alternately into engagement with thesecond and third gears, a fourth gear, a clutch between the first andfourth gears, a pair of rods rigidly connected with the first and secondclutches and serving to cause the second clutch to put the In testimonywhereof I ax my signature first and fourth gears into driving relationin presence of tW'o Witnesses. With each other when the irst clutch is 1T1 '1 moved in either direction from its neutral VALTIER 0' fObS'position, said rods being external to the Vitnesses:

shaft and extending through the openings L. L. MARKEL, of said first andsecond gears. F. E. ANDERSON.

Copies e! this patent may be obtained for ive cents each, by addressingthe Commissioner of Patents, Washington, D. C.

